Improvement in traction-engines



3 Sheets--Sheet 2.

D.' H. BALL. Traction Engines.

Patented June I7, 1873.

AM morn/momma ca mqwsmlsfs Pmzcsss) 3 Sheets--Sheet 3.

D. H. BALL. Traction Engines.

Patented June 17, I873.

AMPHOTO-UTHUGRAPHIC ca Mflmwnnz mums) V UNITED STATES PATENT OFFICE.

DAVID H. BALL, or smNAMAnoNINe, PENNSYLVANIA.

IMPROVEMENT IN TRACTION-ENGINES.

Specification forming part of Letters Patent No. 139,997, dated June 17,1373; application filed March '31, 1am.

To all whom it may concern:

Be it known that I, DAVID H. BALL, of Sinnamahoning, in the county ofCameron and State of Pennsylvania, have invented certain new and usefulImprovements in Steam Road- Wagon, of which the following is aspecification:

This invention relates to an improvement in steam vehicles ortraction-engines used on common roads for drawing loads, and generallyfor other purposes requiring portable engines; and it has for its objectto so construct and arrange the component parts as to best securestrength, speed, and power combined with safety of the various operativeparts and to this end the'invention relates, first, to an improvedarrangement of engines and transmitting-gearin g for operating both thefront and rear axles of the vehicle upon which the traction-wheels aremounted; and it consistsin the relative arrangement of'two oscillatingengines with intermediate shafting and gearing for transmitting a rotarymovement to the axles and wheels of the en gine, as will be hereinaftermore fully described. The second feature of the invention consists inapplying the tractionwheels loosely to their axles, so that when thewagon is turned they will make nearly a revolution independent of theaxles in order to prevent slipping; a projection on the axle, and a keyon the wheel, limiting or arresting the independent movement of thewheels when the carriage is moving forward in a straight line. i

In the accompanying drawings, Figure 1 is a plan or top view of thetraction-engine embodying my invention. Fig. 2 is a side elevation,partly in section. Fig. 3 is a detail view of the traction-wheel andaxle. Fig. 4 is a plan view, partly in section, of the engines andsteam-chest. Fig. 5 is a side elevation, with one engine removed.

The frame or body A of the wagon is of any desired form or construction,andmay be provided in certain instances with a protective canopy or top.At the front end of the frame is arranged the engineers or conductorsseat B, which is made to form two compartments, 0

D, for the reception of water and fuel, and the boiler supplies,admission being had to the compartments through doors in the seat-boardas shown, or otherwise. A pivoted dog or pawl, 0, serves, in connectionwith a spur-disk, f, on the shaft L, as a medium for retaining thelatter, together with the circle-plate, in a stationary position. Therear axle E of the wagon is journaled loosely so as to permit itsrotation in suitable boxes, and is provided with the traction-wheels F,which may be either plane-faced, corrugated, or provided with rubber orelastic tires, as the exigencies of the case may require. The front axleG, carrying the wheels G, is journaled in hangers or boxes H, projectingdownward from a circle-plate or fifth-wheel I, which is free to operatein frictional contact with a correspondingly-shaped stationary plate K,secured to the under side of the carriage-body. A vertical shaft orwindlass, L, extending through the floor of the wagon in front of theengineers seat, has attached to its lower end a pinion, M, which meshesor gears into a segmental rack, N, on the circle-plate I, so that byturning said shaft the direction of the wheels can be changed, thusplacing the wagon under perfect control of the engineer. It is obviousthat the axleboxes may rest on springs, or that the latter may bearranged in any other suitable manner for counteracting the effects ofuneven roads. The traction-wheels F G, either or all, but generally onlythe front ones, are mounted loosely on their axles, and are susceptibleof revolving independently when the carriage is turning, so as toprevent slipping, this result being elfected by inserting into the hubof the wheel a key or gib, O, the front end of which travels on thereduced portion 0 of the axle, which is provided with a projection, 0which serves as a stop, or limits the independent movement of the wheelafter the same has made nearly a full revolution, locking or cansin gthe wheels to revolve with their axles when the carriage is moving in astraight direction. In rear of the seat for the engineer is arranged avertical boiler, P, supported by means of a skeleton frame or cradle P,and provided with necessary appendages and the usual devices forgenerating steam. The operative or propulsive power is derived from twooscillating engines, Q, of the usual construction, the pistonrods ofwhich are connected by wrist-pins and eccentrics, or otherwise, to ashort transverse shaft, It, which carries a spurwheel, It meshi in ginto a larger pinion, S, on an intermediate shaft, S which serves todirectly transmit the propelling force to the rear axles andtractionwheels through the medium of the gear-wheel T T, applied,respectively, to the shaft 3 and rear axle. The front axle of the wagonis operated from the same prime motor as the rear one, by means ofconnecting-rods U U, which are attached to eccentrics on the shaft S andon a front shaft V. Said shaft is provided with a central pinion, V withthe pitch of the teeth increased laterally so as to always maintain thesame in gear with a spur-wheel, IV, on the front axle, which isnecessary, as the position of the latter is constantly changed in orderto change the direction of the progress of the wagon. The smoke from theboiler is conducted to the rear of the wagon by means of a pipe or flue,X, having its various sections arranged at angles to each other, asshown, and extending horizontally below the covered portion or rearplatform a, to the rear end where itis attached to a perforated waterreceptacle, X, for arresting the sparks, or to a casing containing anexhaust-fan. If deemed expedient an auxiliary vertical smoke-flue may beresorted to, as shown in the dotted lines, Fig. 2, either alone or inconnection with the branched pipe. Steam is conducted from the boiler bymeans of a pipe, V into a steamehest, V common to both engines, which isarranged between two valve-chests or chambers, V provided with asuitable number of ports or openings at both ends, which are caused toregister alternately-with corresponding openings in the steam-chest, soas to admit the steam at the opposite end of the cylinder when it isdesired to reverse the action of the engines for moving the wagon in anopposite direction. The steam-chest is moved vertically for changing theposition of the various parts,by means ofa lever, Z, arranged near theengineers seat, and connected by means of a rod, Z to an elbow leverorarm, Z, the lower portion of which is attached to the bottom of thesteam-chest.

Having thus fully described my invention, what I claim is-- 1. In asteam road-wagon or traction-engine, the combination of'one or moreoscillating engines, with the connecting-rods U U, and shaft V, foroperating both the front and rear axles of the traction-Wheels,substantially as set forth.

2. The wheels of a steam road-wagon loosely mounted upon the axles, andadapted to have a movement independent of one another by means of thekey 0, the reduced portion 0 and projection 0 substantially as setforth.

In testimony that I claim the foregoing I have hereunto set my hand this28th day of March, 1873.

DAVID H. BALL.

